Vehicle-enclosed railway transportation system

ABSTRACT

The system consists of a streamlined multicar vehicle and a complementary rail guideway. The vehicle is an elongated train of one or more cars of unitized tubular construction, having tapered nose and tail portions. The cars are supported on wheeled trucks, the wheels extending from the sides of the body in a manner that the body is effectively suspended between the supporting wheels to provide a low vehicle center of gravity. The guideway includes a ferroconcrete rail-supporting base structure having relatively high rigidity and a shroud defining, with the base structure, a continuous enclosure for the vehicle. An induction motor propulsion system includes primary windings mounted on the vehicle coacting with a secondary conducting plate secured to the guideway.

United States Patent [72] Inventor Henry L. Guimarin Fort Worth, Tex.

21 Appl. No. 821,690

[22] Filed May 5, 1969 {45] Patented Dec. 28, 1971 [73] Assignee Whoosh,Inc.

Fort Worth, Tex.

[54] VEHICLE-ENCLOSED RAILWAY TRANSPORTATION SYSTEM 13 Claims, 8 DrawingFigs.

[52] U.S.Cl 104/138, 29/155, 29/428, 61/43, 61/84, 94/1, 98/42, 98/49,104/51,104/123,104/123,104/148 LM, 104/242,

104/247,105/1R,105/2 R, 105/164, 138/111, 238/5, 238/10 F, 238/25,238/83, 238/283 [51] Int. Cl ..B61b13/l0, 801g 7/02, F241 7/02 [50]Field of Search 1. 29/155, 428; 61/43, 84; 94/1; 98/42, 49; 138/103,111; 104/51, 52,123,124,125,138, 242, 243, 245, 247,143LM;105/1,2,164,199,1R,2 R; 238/5, 283,10 F, 25, 83

[56] References Cited UNITED STATES PATENTS 49,227 8/1865 Calthrop 105/2R 217,925 7/1879 Burton 104/124 372,749 11/1887 Hagerty 104/138 PrimaryExaminer-Arthur L. La Point Assistant ExaminerHoward BeltranAttorney-Giles C. Clegg, Jr,

ABSTRACT: Thesystem consists of a streamlined multicar vehicle and acomplementary rail guideway. The vehicle is an elongated train of one ormore cars of unitized tubular construction, having tapered nose and tailportions. The cars are supported on wheeled trucks, the wheels extendingfrom the sides of the body in a manner that the body is effectivelysuspended between the supporting wheels to provide a low vehicle centerof gravity. The guideway includes a ferroconcrete rail-supporting basestructure having relatively high rigidity and a shroud defining, withthe base structure, a continuous enclosure for the vehicle. An inductionmotor propulsion system includes primary windings mounted on the vehiclecoacting with a secondary conducting plate secured to the guideway.

PATENTEU UEE28 1971 3,630,153

sum 1 or 2 INVENTOR 4 L HENRY L. GUIMARIN Aj/4g/ ATTORNEY PAIENIEnmzwn3.630.153

SHEET 2 BF 2 w mUFL B 2 I B 3 M INVENTOR HENRY L. GUIMARIN ATTORNEYVEHICLE-ENCLOSED RAILWAY TRANSPORTATION SYSTEM The invention relates toa high-speed rail transportation system; and particularly such a systemwhich is adapted for the movement of passengers.

It is well recognized that there is a need for high-speed groundtransportation systems for the movement of passengers, particularly inareas of high population density. Such a system is needed to complementexisting modes of transportation including: commuter rail service; bustransportation, which is particularly adapted for intermediate-distanceor long-distance service with frequent intermediate stops; and airtransportation which is particularly adapted for long-distance service.While air transportation is adapted to and is employed forintermediate-distance service, it suffers the disadvantage that thedoor-to-terminal time at each end of the trip detracts from theattractiveness of the relatively short elapsed time from terminal toterminal. An ancillary problem created by this type of airtransportation service is the increasing traffic and resultant aircraftcongestion in the high-density population areas, which result in delaysof takeoffs and landings at the terminals. There is clearly a need thenfor a ground transportation system which would function to transportpassengers from city to city and which would approach air transportationservice in convenience, in comfort, and in total elapsed time from doorto door or from city to city.

Present railroad service is not capable of achieving this desiredresult; partially because of railway vehicle design and partiallybecause of existing guideway design.

A primary object of this invention is to provide a surface railtransportation system including a vehicle which is capable of speeds inexcess of 200 mph Another object of this invention is to provide such arail transportation system which is adapted to utilize existing railroadright-of-way. A further object of this invention is to provide such arail transportation system which provides greatly improved passengercomfort over existing modes of rail transportation. A still furtherobject of this invention is to provide a rail transportation system foraccommodating vehicle speeds in excess of 200 mph. with excellentpassenger safety.

A system for accomplishing these objects includes an elongatedstreamlined vehicle having nose and tail portions of graduallydiminishing section, rail-engaging supporting wheels extending from thesides of the vehicle body whereby the body is effectively suspendedbetween the wheels to produce avchicle center of gravity adjacent to orbelow the wheel axes, a guideway including a rigid base structuresupporting and maintaining the rails in accurate dimensionalrelationship and accommodating the suspended vehicle body: and a coversecured to the base structure and defining therewith a continuousenclosure for the trails and vehicle.

DRAWINGS The invention is illustrated, by way of example, in theattached drawings in which:

FIG. 1 is a side elevation view of a multicar train, with the guidewaybeing shown in section;

FIG. 2 is a fragmentary plan view of the forward end of the lead car ofthe train of FIG. 1;

FIG. 3 is a transverse sectional view through the passenger compartmentof a car, and a transverse sectional view of the guideway for the train;

FIG. 4 is a partially diagrammatic transverse sectional view takenthrough the truck compartment of a car illustrating the attitude controlsystem of the invention;

FIG. 5 is a partially diagrammatic transverse sectional view takenthrough the truck compartment of a car illustrating the attitude controlsystem when the car body is tilted with respect to the axles;

FIG. 6 is a diagrammatic illustration of a control valve for theattitude control;

FIG. 7 is a fragmentary detail view illustrating the rail mounting; andv FIG. 8 is a fragmentary side elevation view of the guideway shroud.

DESCRIPTION OF THE PREFERRED EMBODIMENT The ground transportation systemshown in the above drawings, and to be described, consists in thecombination of a vehicle and a guideway having features complementary toeach other to produce a desired functional system. This system isdesigned for high-speed passenger service. While the vehicle isillustrated and referred to as a multicar train, it will be appreciatedthat the features of the invention may be em bodied as well in a singlecar.

Referring to FIG. 1, there is shown a train consisting of a lead car 10,and intermediate car 11, and a trail car 12, the latter two cars beingshown fragmentarily.

The train, regardless of the number of cars coupled together, isdesigned to produce a continuous smooth-walled envelope, for aerodynamicreasons, to reduce the drag as much as possible. The overall shape ofthe envelope is seen from a consideration of FIGS. 1, 2, and 3. Exceptfor the leading and trailing end portions, the cars are of uniform crosssection and the cross-sectional shape of the car bodies is designed forfunctional use being generally square with smooth rounded comers. Wherethe adjacent cars are coupled together, the bodies are designed toprovide minimum interruption of the smooth-walled envelope.

The train end portions are reduced in cross section to produce astreamlined efi'ect to deflect the air at the leading end of the trainand to reduce drag at the trailing end. These end portions are definedby what may be referred to as beveled nose 13 on the lead and trailcars. As best seen in FIGS. I and 2, the beveled nose of the lead car 10diminishes from the unifonn cross section portion of a relatively narrowhorizontal, leading edge 14. As best seen in FIG. I, the bottom wall ofthe beveled nose is defined by a continuation of the car bottom wall,while the upper wall I5 is inclined downwardly from the upper wall ofthe car uniform portion of the leading edge 14. The sidewalls 16 of thebeveled nose merge symmetrically toward each other, as best seen in FIG.2, and diminish horizontally to define the leading edge I4 which may,for example, have a width about one-third the maximum width of thevehicle.

The vehicle contemplated by the present invention is a vehicle whichwould have a capability of maintaining an average speed of 200 mph; and,therefore, should attain a maximum speed in excess of 220 mph To providea desired angle of attack for deflecting the air at the leading end ofthe vehicle in this speed range, it has been calculated that a desiredratio of the length of the diminishing vehicle end portion or bevelednose 13, to the efi'ective diameter of the uniform cross section portionof the vehicle should be at least 2.5 to I. For a vehicle which isessentially rectangular in cross section, this ratio should be appliedto the length of the beveled nose in relation to the major transverseaxis of the uniform body portion. For operation at substantially higherspeeds, this ratio should be correspondingly increased.

The particular above-described design of the beveled nose 13 for thetrain lead car serves several important functions. First, since the noseportion bottom wall remains low, being a continuation of the vehiclebottom wall, more of the air is deflected upward which is an advantagewith respect to the guideway to be described. Additionally andimportantly, this design tends to hold the vehicle down on the rails toprovide good tracking of the truck wheels with the rails. Furthermore,the aerodynamic design is very significant from the standpoint ofreducing horsepower requirements to drive the vehicle.

The beveled nose 13 for the trail car is identical to that for the leadcar 10. While, ideally, a beveled nose design for a trail car mightdiffer from that of a lead car, it is desirable to have a graduallyreducing section to eliminate the high drag effect of a vehicle having ablunt trailing end. Preferably, however, a multicar train of the typedescribed herein should be bidirectional so that it will be unnecessaryto turn the train around at the terminals. Accordingly, the train may bemade up of lead and trail cars which are identical, facing the oppositedirections, and each having a control cabin or operator compartment inthe beveled nose 13 to operate the train in either direction.

Each car of the above-described multicar train is supported on a pair ofrails by two trucks 18 which are mounted to rotate about a vertical axisrelative to the body; each truck carrying four flanged rail-engagingwheels. As seen in the figures, the wheels are rotated about horizontalaxes passing through the body; the trucks and the associated suspensionsystem each occupying truck compartments which, in effect, isolate othercar compartments from each other. Referring to FIG. 1, the passengercompartment is preferably located intermediate the two truckcompartments; and in FIG. 1 there are illustrated two passenger-loadingdoors 19 for the passenger compartment of the lead car 10. The bevelednose 13 of the lead car preferably encloses an operator compartment forthe operator of the train; and FIG. 1 illustrates forward-facing windows20 and an entry door 21 for the operator compartment. The compartment atthe end of the car opposite from the operator compartment is isolatedfrom the passenger compartment by the intervening truck compartment; andmay be used as a baggage compartment, a baggage door 22 being shown inFIG. 1. The trail car 12 has the same compartmental arrangement as thelead car 10; and the intermediate car or cars would have generally thesame compartmental arrangement, with an additional baggage compartmentbeing provided in lieu of an operator compartment.

For passenger service, the vehicle cars should be constructed to be ofminimum weight in relation to functional requirements; and wouldpreferably consist of a structure wherein the body itself defines atubular structure element with subframe elements in the area of thetruck compartments to accommodate the suspension structure.

As shown in FIG. 3, the passenger compartment may include fourlongitudinal rows of seats 23, which may be individual airline-typeseats, two rows of seats being located on each side of a center aisle.FIG. 3 particularly illustrates the relation of the passengercompartment floor and seats in relation to the axes of the truck wheels.The compartment floor is, of course, much lower than the wheel axes,from which it will be seen that the major portion of the payload iscarried at or below these axes to maintain the center of gravity of thevehicle either below or only slightly above the wheel axes. Thecompartment section illustrates racks 24 for carry-on luggage, and alsoillustrates longitudinal passages 25 for service conduits and cables.Preferably, each car passenger compartment would define a self-containedpassenger unit, including snackbar and restrooms, the unit being adaptedfor hostess service" in the manner of commercial aircraft.

FIGS. 4 and 5 are diagrammatic transverse sectional views taken througha truck compartment to illustrate the suspension system for the cars andthe automatic attitude control" to provide maximum passenger comfort.This automatic attitude control serves to roll the car body into a turncommensurate with vehicle speed, tending to produce a coordinated turnin the manner of an airplane. As illustrated in these figures, a cartruck 18 includes a frame structure or bolster 27 which supports theseveral axles 28 for the rail-engaging wheels 29, and a center plate 30which is the bearing member permitting the pivoting of a truck about avertical axis relative to the car body. The truck may consist of twoaxles 28 which extend entirely through the car body and which arenonrotatably secured to the bolster 28; and the ends of the axles woulddefine journals coacting with wheel bearings to permit independentrotation of the wheels 29'at the opposite ends of the axles.Alternatively, the four wheels 29 of the truck may be nonrotatably fixedto four respective'axles 28 which rotate independently relative to thetruck. With either arrangement, each of the wheels 29 rotatesindependently of the other wheels.

The wheels themselves are flanged wheels, in a manner of conventionalrailroad car wheels; howeventhe load bearing surfaces which engage thetops of the rails are cylindrical surfaces, as distinguished from thefrustoconical load-bearing surfaces of the conventional rail wheels.There is no spring suspension in the above-described truck structure;and the attitude of the above-described truck components always remainsthe same relative to the guideway rails. The wheels are spaced relativeto the rails to essentially eliminate any side-to-side oscillations ofthe trucks relative to the rails; and in this respect the'transversedistance between the outer surfaces of the wheel flanges is of the orderof one-half inch less than the distance between the confronting faces ofthe wheelengaging portions of the rails.

The car body is supported on the above-described truck by means of abody bolster 31 and associated center plate 32, which coacts with thetruck center plate 30 to define the pivotal bearing surfaces between thebody and truck. The cushion suspension between the body and truck, forpassenger comfort, is provided by variable pressure fluid suspensionbellows 33 and 34 which are mounted on the body bolster 31 and supportthe body structure itself through subframe members 35. As suggested inFIGS. 4 and 5, for each truck at lease one bellows is provided onopposite sides of the longitudinal centerline to provide the automaticattitude control" to be described. It will be noted that the bodybolster 31 is so mounted that it does not rotate about the center plateaxis, relative to the car body but that it must be movable verticallyrelative to the subframe members 35; and suitable stabilizing members,not shown, must be provided for this purpose; While the vehicle guidewayto be described is designed to provide minimum undulation in a verticaldirection, the bellows 33 and 34 will provide a cushion suspension toreduce the effect of such undulations as may occur. The operating fluidfor this system may be air or other suitable compressible fluid.

Additionally, this fluid suspension system is designed to rotate the carbody, about a longitudinal axis of the car, relative to the trucks; andthe automatic attitude control provides this rotation in response to thecentrifugal and gravitational forces acting on the car.

For ideal passenger comfort in a rail-guided vehicle of this typedescribed, or for any type of vehicle, the guideway or roadbed should bebanked on the curves in relation to the expected speed of the vehiclenegotiating the curves. If the speed of the vehicle is perfectlycoordinated with the degree of bank of the roadbed, the resultant forceswill have the effect of urging the passenger only downward into his seatand there will be no sway-effecting forces. If, however, the vehiclespeed is not perfectly coordinated with the inclination of the roadbed,there will be sidewise forces acting on the passengers.

The same effect of passenger comfort may be achieved if the vehicle bodymay be rotated about its horizontal longitudinal axis in relation to itssupporting wheels, whereby the vehicle body may be banked independentlyof the degree of bank of the roadbed; and a mechanism for achieving thisis shown particularly in FIGS. 4 and 5 of the drawings. This systemincludes the variable bellows 33 and 34 which are disposed,respectively, on opposite sides of the longitudinal axis of the car,control valves 36 and 37 for controlling the fluid pressure in therespective bellows 33 and 34, and the pendulum 38 by means of which thecontrol valves 36 and 37 are actuated to either increase or decrease thefluid pressure in the respective bellows in response to the forces whichare acting on the passengers.

The sensing mechanism for this system is a weight mass which may, forexample, take the form of the pendulum 38 which is suspended from thecar body to swing in a transverse horizontal plane. The manner in whichthe pendulum is suspended, the form and weight of the pendulum, and thepoint of suspension relative to the car body are calculated so that thependulum will react to the centrifugal and gravitational forces in amanner to simulate the reaction of seated passengers in the passengercompartment. Referring to FIGS.

4 and 5, each of the valves 36 and 37 includes a respective valveplunger 39 and 40 which shifts longitudinally in a suitable bore toalternatively connect the bellows chamber with a supply of pressurizedfluid or with a vent. The plungers 39 and 40 are connected to thependulum 38 by respective links 41 and 42, so that the valve plungersare shifted in response to swinging movement of the pendulum.

FIG. 6 is a diagrammatic illustration of the valve 37, with itsassociated plunger 40 in actuating link 42. The valve plunger serves toselectively connect a valve passage 43 which communicates with thebellows chamber by means of a suitable conduit, a passage 44 which iscommunicated with a source of pressurized fluid which is maintained, ofcourse, at a pressure higher than that normally required within thebellows chamber, anda passage 45 which communicates with atmosphere todefine a vent passage. These passages open to the bore in which thevalve plunger 40 reciprocates, and the passages are communicated witheach other through an annular groove 46 in the valve plunger, forexample.

In the position of the plunger 40 illustrated in FIG. 6, the annulargroove 46 is positioned in a neutral position between the ports definedby the passages opening into the plunger bore, so that the bellowschamber is isolated from supply fluid and from atmosphere. Accordingly,the associated bellows will maintain a fixed attitude between the bodybolster 31 and the subframe element 35. It will be seen that when theplunger is shifted slightly to the right, as viewed in FIG. 6, thebellows passage 43 is communicated with the supply passage 44 to permitthe flow of pressurized fluid into the bellows chamber to increase thedistance between the bolster 31 and frame member 35 thereby raising theright side of the car body relative to the truck as viewed in FIGS. 4and 5. When the plunger 39 is shifted to the left, the communicationbetween the passages 43 and 44 is broken and the passage 43 iscommunicated with the vent passage 45, whereby the pressure in thebellows chamber will be permitted to reduce to effect a lowering of thisside of the car body relative to the truck.

Now referring particularly to FIG. 4, the car body is illustrated on ahorizontal or unbanked roadbed; and it is assumed that the vehicle hasbeen traveling on a tangent or straight track and has just entered aleft-hand curve considering move ment of the vehicle into the paper asviewed in FIG. 4. Since the vehicle has been traveling on a tangenttrack, the car is level in the sense that the horizontal axis of thebody is parallel to the horizontal axis of the truck. As the car hasjust moved into the curve, the pendulum 38 has just responded to thecentrifugal force and has swung to the right an amount indicated by theangle a, which is the angle between the vertical axis of the car bodyand the longitudinal axis of the pendulum. This movement of the pendulumactuates both of the valves 36 and 37, the plunger 39 of the valve 36being shifted to the right to communicate the respective bellows passagewith the vent passage to decrease the pressure in the bellows 33; andthe plunger 40 of the valve 37 being shifted to the right to communicatethe respective bellows passage with the supply passage to increase thepressure in the bellows 34.

The car body then begins to rotate counterclockwise relative to thetruck, as seen in FIG. 5. This rotation of the body relative to thetruck will be gradual and will continue until the valve plungers arereturned to the neutral position, as illustrated in FIG. 6. Thiscondition will occur when the horizontal axis of the car body has beenrotated through the angle a relative to a horizontal plane parallel tothe truck axis or to the rails. In this condition, the vertical axis ofthe car body either coincides with or is parallel to the longitudinalaxis of the pendulum. The attitude of the cars will stabilize relativeto the truck, and remain so until such time as the centrifugal andgravitational forces acting on the pendulum change.

In this manner, the car body is automatically rotated relative to thetruck to align the vertical axis of the body with the longitudinal axisof the pendulum. Should the speed of the vehicle be too great, inrelation to the bank of the roadbed, the vehicle body will compensate inthe manner above described.

Conversely, should the vehicle speed be too small in relation to thebank of the roadbed, the pendulum 38 would swing relative to thevertical axis of the car under the predominant influence of gravityforces to correct the car attitude for that condition. This conditionwould occur when the vehicle, as viewed in FIG. 5, rolls out of thecurved track onto tangent track and the only force acting on thependulum would be gravity which would effect swinging of the pendulum toalign itself in a vertical plane normal to the truck axis. The car body,

will then be rotated in a clockwise direction to the relative attitudeshown in FIG. 4.

The guideway for the above-described train will now be described withparticular reference to FIG. 3. The roadbed or support 49 for theguideway base structure is constructed in accordance with standardroadbed practices, consisting of compacted, controlled drainage fill orballast. Because of the high speed at which the above'described trailwill operate, it is essential that the rails be supported on a basestructure which,

will provide a high degree of accuracy, both with response to the planeof the load-bearing surfaces and the distances between the rails.Accordingly, the rails should be supported on a base structure which hasa much higher section modulus than, or is much more rigid than, theconventional structure consisting of rails spiked to transverse woodenties.

As seen in FIG. 3, a preferred base structure is in the form of acontinuous ferroconcrete strip 50 which spans the distance between therails 51 to provide high dimensional integrity. This space structure isarcuate in section, defining relatively heavier rib sections at theouter edges thereof, where the rails are supported on the base structureand having a relatively thinner connecting portion between the ribportions which defines a trough between the rails to accommodate thelower portion of the vehicle body. This base structure 50 is laiddirectly on the above-described conventional compacted roadbed 49; andcould be constructed as a sitecast reinforced concrete or as precastreinforced or prestressed concrete sections joined together on site bymeans of suitable control joints. The rails 51 are standard consisting,for example, of standard ft. lengths joined together by conventionalwelding techniques. The rails 51 may be secured to the base structure50in any suitable manner to provide the desired rigidity of mounting. Assuggested in FIG. 7, the rails may be secured to the base by means ofbolts or studs 52 suitably embedded in the concrete base structure atthe time of casting, the rails being anchored to the bolts by means ofconventional plates 53 and nuts. Because of the elimination ofconventional wooden ties, which form a shock-absorbing mounting, somemeans must be provided for isolating the rails from the concrete base toabsorb wheel load shock. Such a cushion device may take the form of astrip of resilient material, fabricated of neoprene, for example, whichwould lie on the base 50 and upon which the rail 51 is supported.

The base structure 50 also provides support for a cover or shroud 56which defines, with the base structure 50, a continuous enclosure forthe train. Such an enclosure is particularly desirable from thestandpoint of safety in view of the speed at which the train is intendedto operate. One aspect of the safety function is to eliminate thepossibility of animals, fowl or debris from entering the guideway andinterfering with the safe movement of the train. Another aspect ofsafety is to provide for all weather operation, particularly eliminatingthe effects of drifting snow and crosswinds.

One form of shroud for the guideway is particularly illustrated in FIGS.3 and 7, consisting of arcuate segments 57 and 58 joined end to endalong the length of the guideway. As seen in the figures, the segmentsare fabricated two different sizes as represented by the segments 57 and58; respectively, and joined alternately. As best seen in FIG. 3, thesegments have substantially the same configuration except for adifferent curvature at the top. This provides vertical gaps 69 betweeneach of the adjacently connecting higher and higher segments, 57 and 58respectively, which define vents for the guideway en closure. Thesevents 59 are preferably covered with a suitable screen structure to,again, prevent the entrance of debris or animals into the enclosure. Theprincipal functionof the vents 59 is to provide for pressureequalization between the interior and the exterior of the enclosureduring the passage of a train. As the train approaches a given pointwithin the enclosure, pressure will build up due to the compacting ofthe airmass ahead of the train; and the vents 59 will alleviate thispressure built up to some extent. During the passage of the train, theair within the enclosure is necessarily compressed to occupy a smallerspace defined by the annulus between the train and the enclosure; andagain this pressure is relieved by the vents. After passage of thetrain, there will be expansion of the air within the enclosure andrelatively reduced pressure; and again, the pressure will be equalizedby the vents 59.

The shroud segments may be fabricated, for example, from cold-rolledgalvanized steel which might be corrugated to provide desired rigidity.Such segments could be readily fabricated to the desired shape, offsite,and transported to site for rapid installation. These segments aresecured to the base structure 50 by means of brackets, or other suitablemeans, and may be joined together by bolting, for example.Alternatively, the shroud segments 57 and 58 may be fabricated in theform of ferroconcrete shells, which again may be prefabricated in thedesired shape and transported to site.

For reasons of economy in fabrication, construction and maintenance, thesize of the shroud should be maintained as small as possible. A limitingfactor is that the cross-sectional area of the enclosure defined by theshroud and the base structure 50 should be sufiiciently large inrelation to the cross-sectional area of the vehicle body to permit thesmooth flow of air within the enclosure past the vehicle body as thetrain moves through the enclosure. The effects would be particularlyadverse if the velocity of the air were permitted to approach the speedof sound. For the contemplated speeds of the abovedescribed vehicle inexcess of 220 mph, the ratio of the enclosure cross section to thevehicle cross section should be a minimum of 2 to 1. For higher vehiclespeeds, this ratio should be correspondingly increased.

A propulsion system for the above-described vehicle is preferablyindependent of the supporting wheels 29 because of the difiiculty inobtaining driving traction between wheels and rails at the speedscontemplated for this system. One suitable form of propulsion system isthat of a linear induction motor shown diagrammatically in FIGS. 3, 4,and 5. Such a linear induction motor includes primary cores or windings62 suitably supported from the vehicle and coacting with a secondaryconducting plate 63 fixed to the guideway base structure 50. As bestseen in FIG. 3, the secondary conducting plate 63 may be in the form ofa continuous rail or beam having the shape of an inverted T, in crosssection, which is secured to the guideway base structure in any suitablemanner. The primary cores 62 must be supported on the body to maintainthe necessary space relationship with the conducting plate 63. In thisrespect, the primary cores are necessarily mounted on the truckstructure asopposed to the body structure; and in FIGS. 4 and 5, theprimary cores 62 are shown as being mounted on a suitable supportingplate 64 attached by means of brackets 65 to the truck bolster 27. Theprimary cores would be mounted to one or more trucks of a car, or of thetrain, as determined by the motor design and the power requirements.This type of propulsion system would require either an onboard sourcefor generating electric power or would utilize utility-generatedelectric power from distribution means associated with the guideway.

Alternatively, a gas turbine type of propulsion system could be usedwith the vehicle of the type described.

There has been described a high-speed rail transportation system for themovement of passengers which is a feasible system in the sense that thecontemplated speeds for the system are sufficient to complement and becompatible with other existing and planned modes of passengertransportation.

This described system is feasible from an economic standpoint for anumber of reasons. One significant reason is that the guideway can bebuilt largely on existing railroad right-ofway. On much of existinghigh-speed right-of-way, the sharpest curves are 2 curves; and thedesired speeds for the described system can be maintained on thisright-of-way. From the standpoint of construction and maintenance costs,the vehicle has a construction to provide maximum weight consistent withthe functional requirements. With a lightweight passenger vehicle, thewheel loading may be of the order of 5,000 pounds as compared withpresent railway freight car wheel loadings of the order of 30,000 to40,000

pounds. Since existing rail guideways are designed for both freight andpassenger service, the guideways must accommodate the high freightloadings. Economy may be achieved, then, in designing a guideway limitedfor the relatively light loadings of high-speed passenger vehicles. Withlighter loadings, it would be expected that maintenance cost for bothvehicle and guideway would be reduced. Operating economies should beachieved because of the lightweight construction of the vehicle and ofthe vehicle streamlining. The streamlining or aerodynamic design has asubstantial bearing upon the horsepower requirements to drive thevehicle.

The above-described system is feasible from the standpoint of service tothe public because of the reasonable door-todoor or city-to-city elapsedtime, in relation to other modes of transportation, and because of thedegree of passenger comfort which is achieved.

Furthermore, the above-described system is feasible from the standpointof safety. The vehicle is very stable because of the wide tractsuspension and low center of gravity design, along with the aerodynamicdesign to achieve good tracking of the vehicle on the rails. In avehicle as above described, the spacing of the rails may be of the orderof 12 feet, for example, as compared with a spacing of 4 feet 8% inchesfor standard track. The rigid rail-supporting structure achieves safetyin terms of accurate dimensional control of the rails as well asproviding a smooth roadbed. The enclosed roadbed achieves safety fromthe standpoint of eliminating obstructions in the guideway to safemovement of the vehicle, and providing for all-weather operation, afactor effecting safety as well as maintenance of schedules.

What is claimed is:

l. A transportation system including a mobile vehicle and a guidewaycomprising:

a. a plurality of vehicle body units interconnected to form a unitaryelongated vehicle having a relatively uniform cross section intermediateits ends and a continuous relatively smooth-walled envelope, the bodyunits adjacent the ends of said vehicle having end portions of graduallydiminishing cross section,

b. a plurality of trucks for supporting each of said body units on apair of rails, said trucks including rail-engaging supporting wheelsdisposed on opposite sides of said body units for rotation abouthorizontal axes passing through said body units near the center ofgravity thereof:

c. a guideway comprising a rigid base structure having a spaced parallelsupporting rails affixed thereto, said base structure being recessedbetween said rails to accommodate the lower portions of said vehiclebody units; and

d. cover means fixed to said base structure and defining therewith acontinuous enclosure for said rails and said vehicle, said cover meanshaving structural members spaced vertically forming vents therebetweenaligned to permit air displaced by said vehicle as it passes throughsaid enclosure to exit and enter said enclosure.

2. A system as set forth in claim 1 wherein said cover means comprises aplurality of pairs of arcuate segments formed to different curvatures,each segment joined to an adjacent segment whereby the differentcurvatures of the adjacent ends define vents opening along the long axisof said enclosure.

3. A system as set forth in claim 1 wherein the upper and side walls ofsaid vehicle envelope merge toward the lower rail thereof to define saidvehicle end portions.

4. A system as set forth in claim 1 including cushion means interposedbetween said base structure and said rails.

5. A system as set forth in claim 1 including propulsion means for saidvehicle comprising one or more linear induction motors having theprimary windings thereof carried on one or more of said body units, andhaving a continuous secondary plate fixed to said guideway.

6. A system as set forth in claim 1 wherein said supporting wheels areflanged wheels having cylindrical load-bearing surfaces.

7. A system as set forth in Claim 6 wherein the transverse distancebetween the outer surfaces of said wheel flanges is slightly less thanthe distance between the inner edges of said pair of rails.

8. A system as set forth in claim 6 wherein the transverse distancebetween the outer surfaces of said wheel flanges is of the order ofone-half inch less than the distances between the inner edges of saidpair of rails.

9. A system as set forth in claim 1 including variable fluid suspensiondevices disposed on opposite sides of said body units for supportingsaid body units on said trucks; and means for controlling saidoppositely disposed devices independently of each other.

10 A system as set forth in claim 9 wherein said control means isresponsive to the centrifugal forces acting on the body units.

11. A system as set forth in claim 9 wherein said control means isresponsive to both the gravitational and centrifugal forces acting'onthe body units.

12. A system as set forth in claim 9 wherein said control meanscomprises a first valve for alternatively communicating first suspensiondevice with pressurized fluid or with vent means or isolating saiddevice; a second valve for alternatively communicating a secondoppositely disposed suspension device with pressurized air or with ventmeans, or for isolating said device;

a weight mass suspended from said body unit for relative swingingmovement; and valve-actuating means coupling each of said valves to saidweight mass.

13. A system as set forth in claim 12 wherein said weight mass is apendulum; said pendulum maintaining both of said valves in saidisolating position when said pendulum is aligned with the vertical'axisof said body unit; and said pendulum means, in a nonaligned condition,simultaneously actuating one valve to fluid-supplying position and theother valve to fluid-venting position.

a w a s s

1. A transportation system including a mobile vehicle and a guidewaycomprising: a. a plurality of vehicle body units interconnected to forma unitary elongated vehicle having a relatively uniform cross sectionintermediate its ends and a continuous relatively smooth-walledenvelope, the body units adjacent the ends of said vehicle having endportions of gradually diminishing cross section, b. a plurality oftrucks for supporting each of said body units on a pair of rails, saidtrucks including rail-engaging supporting wheels disposed on oppositesides of said body units for rotation about horizontal axes passingthrough said body units near the center of gravity thereof: c. aguideway comprising a rigid base structure having a spaced parallelsupporting rails affixed thereto, said base structure being recessedbetween said rails to accommodate the lower portions of said vehiclebody units; and d. cover means fixed to said base structure and definingtherewith a continuous enclosure for said rails and said vehicle, saidcover means having structural members spaced vertically forming ventstherebetween aligned to permit air displaced by said vehicle as itpasses through said enclosure to exit and enter said enclosure.
 2. Asystem as set forth in claim 1 wherein said cover means comprises aplurality of pairs of arcuate segments formed to different curvatures,each segment joined to an adjacent segment whereby the differentcurvatures of the adjacent ends define vents opening along the long axisof said enclosure.
 3. A system as set forth in claim 1 wherein the upperand side walls of said vehicle envelope merge toward the lower railthereof to define said vehicle end portions.
 4. A systEm as set forth inclaim 1 including cushion means interposed between said base structureand said rails.
 5. A system as set forth in claim 1 including propulsionmeans for said vehicle comprising one or more linear induction motorshaving the primary windings thereof carried on one or more of said bodyunits, and having a continuous secondary plate fixed to said guideway.6. A system as set forth in claim 1 wherein said supporting wheels areflanged wheels having cylindrical load-bearing surfaces.
 7. A system asset forth in Claim 6 wherein the transverse distance between the outersurfaces of said wheel flanges is slightly less than the distancebetween the inner edges of said pair of rails.
 8. A system as set forthin claim 6 wherein the transverse distance between the outer surfaces ofsaid wheel flanges is of the order of one-half inch less than thedistances between the inner edges of said pair of rails.
 9. A system asset forth in claim 1 including variable fluid suspension devicesdisposed on opposite sides of said body units for supporting said bodyunits on said trucks; and means for controlling said oppositely disposeddevices independently of each other.
 10. A system as set forth in claim9 wherein said control means is responsive to the centrifugal forcesacting on the body units.
 11. A system as set forth in claim 9 whereinsaid control means is responsive to both the gravitational andcentrifugal forces acting on the body units.
 12. A system as set forthin claim 9 wherein said control means comprises a first valve foralternatively communicating first suspension device with pressurizedfluid or with vent means or isolating said device; a second valve foralternatively communicating a second oppositely disposed suspensiondevice with pressurized air or with vent means, or for isolating saiddevice; a weight mass suspended from said body unit for relativeswinging movement; and valve-actuating means coupling each of saidvalves to said weight mass.
 13. A system as set forth in claim 12wherein said weight mass is a pendulum; said pendulum maintaining bothof said valves in said isolating position when said pendulum is alignedwith the vertical axis of said body unit; and said pendulum means, in anonaligned condition, simultaneously actuating one valve tofluid-supplying position and the other valve to fluid-venting position.